Motor vehicle



July 20, 1937. E, A wElss 2,087,271

MOTOR VEHICLE llllllllllll d /Nvnv-ro 75 L Y /Mm M1 Pm c* am July 20, 1937. E. A. wElss 2,087,271

MOTOR VEHICLE Filed Sept. 14, 1954 2 Sheets-Sheet 2 Patented July 20, 1937 UNITED STAT-ES MOTOR VEHICLE Erwin A. Weiss Detroit. Mich., assignor to Packard Motor Car Company, Detroit, Mich., a corporation of Michigan Application September 14, 1934, Serial No. 744,075 13 claims; (ci. 267-20) This invention relates to improvements in motor vehicles Iand more particularly to` vehicles of the type in which the road Wheels are independently sprung from the vehicle frame.

It is the principal object of the invention to provide a wheel supporting structure which 'will materially improve theriding qualities of the vehicle and the ease with which steering may be effected and lWhich will afford the strength neceslO sary to withstand hard usage.

It is a feature of the invention that the weight of the vehicle suspension, and particularly the unsprung weight, is reduced to a minimum, the structure being nevertheless suiiiciently sturdy l5 for operation under the most severe conditions and when employed in heavy vehicles.

A more specic object of the invention is the provision in an independent wheel suspension employing parallel links or the like, of at least one link formed of relatively thin at metal stock, deformed to generally curved cross-sectional configuration, this type of construction being preferably employed in that-link which sustains the major portion of the load. In the preferred form of the invention, two links of different lengths are provided, the longer of these links being generally tubular and `so formed as to reduce to a minimum the cost of manufacture and the weight of the link. without sacrifice of w 30 strength.

A further object of the invention is the provision in an independent' wheel suspension of the parallel link type, of a torque arm extending generally longitudinally of the Vehicle frame, this torque arm being rsecured to and preferably formed integrally with that link which carries l the greater load, the link and torque arm being q of generally tubular construction or otherwise formed principally of thin fiat metal stock shaped and suitably reinforced so as to afford maximum strength.

Further objects and features of the invention' will be apparent from the following description, taken in connection with the accompanying drawings, in which Figure 1 is a plan view of aportion of a motor vehicle frame illustrating the application' thereto of one form of the present invention; i

Figure 2 is a transverse sectional view taken substantially on the-line 2-2 of Figure 1;

, Figure 3 is a plan View .of a combined wheel supporting link and torque arm suitablel for -use in thevwheel suspension illustrated in Figures 1 and 2;

Figure 4 is a side velevation of the torque arm shown in Figure 3;

Figure 5 is a sectional view taken substantially on the line 5 5 of Figure 3;

Figure 6 is a sectional view taken substantially 5 on the line 6-6 of Figure 4;

Figure 7 is a sectional view taken substantially on the line 1 1 of Figure 4;

Figure 8 is a sectional view'taken substantially on the line 8 8 of Figure 3;

Figure 9 is a fragmentary plan view of one v end of a Wheel supporting link such as shown in Figure 3, illustrating a modied form ofthe link;y

Figure l0 is a sectional view taken substantially on the line I 0-I0 of Figuree9; and 5' furthermorebe appreciated that while the various elements disclosed in thedrawingsare described hereinafter by specic language in order to facilitate an understanding of the principles of the 30 invention and to simplify this descriptive matter,

, no limitation of the invention is thereby intended, varlous alterations of the structural detailssuch as fallwithin the scope of the invention as defined Within the appended claims being 35 contemplated.. Y

Referring rst to Figures H1- and 2 of the drawings, it will be observed that the vehicle frame is illustrated as including side frame members I0 and Il, which may be of the usual channel 40p or box type, and a cross frame member I2 extending between and rigidly secured tothe two side frame members I0 and ILadjacent the forward end of the latter. So far as the wheel suspension is concerned, the construction is preferably identical at the two sides of the vehicle, and it` will therefore sufllcein the following description to refer to those elements of the sus# pension vdisposed at one side only of the central longitudinal plane of the vehicle, the same reference characters being'used in connection with corresponding elements associated with-the two road Wheels. i

. Thus each road wheel I5 is rotatably mountedV in the conventional manner on a wheel spindle' inner ends to the vehicle frame.

I6, the latter being provided with the usual brake backing plate |1. The wheel spindle |6 is preferably formed integrally with a steering knuckle I8, the latter being supported for swinging steering movement on a knuckle carrying member 20, for instance, by means of the usual king pin which may extend through the knuckle and its supporting member.

The knuckle carrying member 20 is formed to provide upstanding and downwardly directed arms which constitute with the member 20 an yintegral unit. Since the precise shape of this member is not material, these integrally formed arms need not be separately designated, but in the form ofthe invention shown in the drawings they are pivotally connected respectively to upper and lowerwheel supporting links 25 and 26 which-are in turn pivotally connected at their end of the wheel supporting link 25 may be formed to provide a' yoke-shaped portion 28 embracing the upper end of the knuckle carrying,

member 20, the bolt 29 passing through the link 25 and the member 20 to connect the link and the member for relative movement about a pivotal axis 30. The inner end of the link 25 is similarly supported within a yoke-shaped member 3| for pivotal movement with respect theretoabout an axis 32, a bolt 33 passing through the member 3| and the link 25, the axes 30 and 32 being parallel.

The yoke-shaped member 3| is supported between the side frame member l0 or and the frame bracket 35 and is rigidly secured to both, the bracket 35 being preferably shaped as shown in Figures 1 and 2 of the drawings and being secured tothe side framefmember as at 36 and 31, thus forming'in effect a continuation of the side frame member, the latter being deflected or curved inwardly as at 38 adjacent the road wheel.

The lower wheel supporting link 26 is similarly pivotally connected to the knuckle carrying member 2l) and to the vehicle frame for swinging movement with respect to both about axes indicated at 40 and 42 respectively, the pivotal connection at'the inner end of the wheel supporting link 26 t the frame including a bracket 44 which is Asecured to and dependent from the cross frame member l2.

It will be observed that the lower-wheel supporting link 26 is of greater length than the upper wheel supporting link 25. By reason of this difference in the length of the links, the

rises, the upper portion of the wheel moving inwardly to a greater extent than the lower portion thereof. This inclination of the plane of the wheel as it rises is utilized to compensate for the inward shifting of the tread portion which ordinarily occurs when parallel links of the same lengthare employed, and the point of contact of the tread'with the ground is caused to rise substantially vertically with the result that souffing of the tires is avoided.

Since in the preferred form of the present invention the lower link is considerably longer than the upper link, and is further directly associated-with the vehiclev springs so as to vsustain the major portion of the'vvehicle load, it is important that thel construction of the link be such as to afford the maximum strength without unnecessary increase in weight, 'it being appreciated that this link constitutes one of the largest single items of thetotal unsprung weight in the Thus the outer wheel suspension. One form of link satisfactory for the purpose is shown in Figure 3 of the drawings, the entire portion of this link, with the exception of the bearings at the ends of the same, being of generally tubular construction. Thus the body or major portion of this link, indicated at 46, is of rounded contour, preferably circular as shown in Figure 5, and may generally increase in diameter from the inner to the outer end thereof. While integral tubular stock is preferably employed, semi-circular sections can be welded together or the link may be otherwise formed from. at metal stock by bending the latter to such cross-sectional configuration as to afford the greatest strength.

At its inner end a bearing 48 is provided whereby the link may be pivotally connected to the vehicle frame on the axis 42. This bearing may assume the form of a substantially spherical head, preferably hollow, and butt welded as indicated at 49 to' the inner end of the link 46.

The bearings 48 at the inner ends of each of the oppositely directed lower wheel supporting links may be received by the complementary portions welded to a transversely extending tubular member 50, the latter being adapted to receive therein a bearing. pin 5| which extends laterally o'n either side of the link for the purpose of engaglng the forked portion 52 of the wheel carrying member 20, this arrangement constituting the pivotal connection on the axis 40 between the lower link 26 and the road wheel assembly.

Intermediate the ends thereof the link 26 may be provided with a spring seat 51 having an upstanding boss 58 on the upper face thereof, the latter forming a guide for a coil spring 61| which is interposed under compression between the link 26 and the bracket 35, the bracket 35 Abeing provided with a downwardly directed annular flange 59 forming a guide to receive the upper end of the spring 60. Spring seat 51 may be formed of flat metal stock and may be secured to the link in any convenient manner, for instance by welding as at 6|, the .laterally directed portions of the seat being formed to t about the upper surface of the link.

In order to adequately resist braking torque and other stresses in the wheel suspension, a torque arm 65 is provided, this torque arm extending generally longitudinally of the vehicle frame and having an articulated connection at the rear en'd thereof with the vehicle frame, and being connected, preferably rigidly, at its forward end withpthe lower wheel supporting link 26. In the preferred form of the invention the lower wheel supporting link and torque arm are both formed principally offlat metal stock and are constructed to provide a unitary member of which both component parts exhibit the maximum strength with the minimum weight permissible. Thus the torque larm which is illustrated more particularly in' Figures 3 and 4 of the drawings may be formed principally of two vertically spaced, generally semi-tubular sections 68, the preferred contour in cross-section of these sections being indicated more particularly in Figure 7. A strengthening web 'I0 of substantially at sheet material preferably extends between 'the sections 68 and is welded thereto as indicated at 1|. In Figure 4 the web 'I0 is shown as directly reinforcing only the central portion of the torque arm intermediate the ends thereof, but it will be/appreciated that the length of this web may' be increased, if desired, to extend along the entire length of the torque arm. Adjacent the rearward end of the torque arm the sections 68 thereof converge and are welded together as indicated at 'I2 to form a generally circular portion to which is butt welded as at 'I3 a substantially spherical head 15, the latter Vbeing received in a complementary spherical seat in a .supporting bracket 11, secured to the adjacent side frame member. At its forward end the\torque arm 65 receives a member 'I8 which is provided with rearwardly directed forks 19 arranged to fit snugly within and welded to each of the sections 68 of the torque arm as shown more particularly in Figure 6. An integral reinforcing web 8|) extends between the forks 19, and the body of the member I8 is of'generally annular shape, embracing the lower wheel supporting link 26 and preferably welded thereto as indicated at 82.

In the modied fdrm of the invention shown in Figures 9 and 10 of -the drawings, the inner end of the lower wheel supporting link is split and curved as indicated at 85. A sleeve 86 is welded thereto as at 4II'I, this sleeve preferably forming part of a well-known commercial type of bearing employing rubber,- the construction Ibeing/.such that the rubber is stressed as the parts partake of 'relative pivotal movement, static friction beingthereby eliminated. Thus a rubber sleeve 88 may be interposed between an inner sleeve '89 and the outer sleeve 86, the rubber being forced between these sleeves under pressure so that no rubbing occurs as one sleeve is rotated with respect to the other. The inner sleeve 89 is secured againstrotation ona stud 98 passing therethrough, the latter being in turn secured rigidly to a bracket 92 carried by the cross frame member I2.

The axis 42 of the bearing just described is -parallel to the axis 40 at the outer end of the link, the outer bearing being preferably constructed as indicated in Figure 3 of the drawings. llt will also be appreciated that the axis 42 of the bearing shown in Figure 9 must intersect the spherical head I5 at the rearward end of the torque arm, the unitary structure constituted by the lower supporting link 26 and the torque arm swinging upwardly armut this axis as thev wheel rises and falls', the rising movement being resisted Y by the coil spring 60.

The axes 30 and 32 on which the ,uppenlink is pivoted to the wheel assembly and the vehicle frame respectively, are parallel to the axes 49 and 42, and it willbe observed that these 'axes' are inclined at an acute angle to the longitudinal vertical plane of the vehicle frame. These axes may also be inclined at a lesser angle with respect to a horizontal plane, but are shown herein as extending generally horizontally to facilitate the illustration of the invention. i

' In Figure 1l is illustrated a modified construction applicable to the arrangement shown in Figure 3 and involving a slightly different method of securing either or both the spherical bearings 48 and 'I5 to themembers -46 and. 68 respectively. Thus the spherical head 8 may be provided with a generally cylindrical aperture ||9 withinwhich the end portion of the member 46 ts snugly, the parts being welded together as indicated.

It is an important feature of this construction that practically the entire stress which is applied to the wheel suspension by the vehicle load and on braking of the vehicle is carried through the lower link 26 and the. torque arm 65 to the frame, with the result that the strain on the bearings normally resulting from application of the brakes is greatly reduced. By reason of the special construction of this unitary structure the weight of the major portion of the wheel suspension system is relatively small and yet the necessary strength is secured. While the invention contemplates-the application of the same principles of construction to the upper links as well as the lower links, this not so essential since the upper links function primarily to guide the road Wheels in their .rising and falling movements and are -not subjected to severe stresses. Consequently conventional construction may be employed in the upper links without introduction of excessive weight. l

Referring now to the steering mechanism, it will be observed that the steering knuckle I8 at the left-hand side of the Avehicle carries the steering lever 93 which is preferably secured to the knuckle as at 9|, this lever having an inwardly directed arm 94 and a rearwardly directed arm 95. The arm 94 is pivotally connected as at 96 to a rod 98serving as a steering drag link, the latter having a pivotal connection as at 99 to the usual steering drop arm |00.

'I'he road wheels at opposite sides of the vehicle are further connected for conjoint steering movement so as to ensure perfect steering under all conditions of operation. Thus the rearwardly i directed arm of the steering lever 93 at the lefthand side of the vehicle is connected to a lever I I0 by means of a tie rod I2 having articulated connection with the arm 95 and with the lever. At the right-hand side of the vehicle a similar arm 95 is formed on a steering lever 91 rigidly secured to the adjacent steering knuckle I8, and the arm 95 is likewise connected with the lever |I0 by means of a tie rod H3. The lever ||ll is preferably supported for pivotal movement about a substantially vertical axis on the bracket 44 hereinbefore referred to. By means of this construction .f

the two road wheels are caused to execute similar steering movement in response to displacement of the steering drag link 98 longitudinally of the vehicle. l

The present invention is an improvement on the invention disclosed in the priorA application of Clyde R. Paton, Serial No. 702,615, led December l5, 1933. It is contemplated that the improvements set'forth herein and relating more particularly to the wheel supporting link `and torque arm structure may be employed for the purposes and with theadvantages set forth in the prior apv having pivot bearing engaging means at the` opposite ends thereof, said pivot bearing engaging means being welded to the body of said link to form therewith an integral structure.

2. A wheel supporting link for vehiclesuspensions of the independent type comprising an elongated body formed of thin flat metal stock shaped to a generally curved contour in cross-section and having pivot bea-ring engaging means at the opposite ends thereof, and a seat adapted to receive a coil spring, said seat being formed of thin flat metal stock welded to the body of said link.

3. A unitary wheel supporting link and torque arm strcture for vehicle suspensions of the independent type formed principally of thin at metal stock deformed to afford generally curved contours in cross-section.

4. A torque arm for vehicle suspensions of the independent type formed principally of flat metal stock deformed to provide spaced sections, each of transversely curved contour, said sections being connected adjacent each end of the arm.

5. A torque arm for vehicle suspensions of the independent type formed principally -of at metal stock deformed to provide spaced sections, each of transversely curved contour, said sections being connected adjacent each end of the arm, and

` a reinforcing member of flat metal stock extending between and lwelded to said sections intermediate the ends of the arm.

6. A torque arm for vehicle suspensions of the independent type formed principally of at metal stock deformed to provide spaced sections, each of transversely curved contour, said sections being connected adjacent each end of the arm and converging toward and being welded together adjacent one end of the arm.

'7. A torque arm for vehicle suspensions of the independent type formed principally of flat metal stock deformed to provide spaced sections, each of transversely curved contour, said sections being connected afdjacent each end of the arm, the connection at one end of the arm comprising a member welded to each section and shaped to receive and embrace a transversely extending wheel supporting link.

8. A wheel supporting link for vehicle suspensions of the independent type comprising an elongated body formed of thin at metal stock shaped to provide a generally tubular structure and having pivot bearing engaging means at the opposite ends thereof, said pivot\bearing engagingA means being welded to the body of said link to form therewith an integral structure.

9. A wheel supporting link for vehicle suspensions of the independent type comprising an elongated body formed of thin flat metal stock shaped to provide a. generally tubular structure and having pivot bearing engaging means at the opposite ends thereof, and a seat adapted to receive a. coil spring, said seat being formed of thin fiat metal stock welded to the body of said link 10. A torque arm for vehicle suspensions of the independent' type formed principally of at metal stock deformed toprovide spaced generally tubular sections, said sections being connected adjacent each end of the arm.

11. A torque arm for vehicle suspensions of the independent type formed principally of flat metal stock deformed to provide spaced sections, said sections being connected adjacent each end of the arm, and a reinforcing member of flat metal stock extending between and Welded to said sections intermediate the ends of the arm.

12; A torque arm for vehicle suspensions of the independent type formed principally of iiat metal stock deformed to provide spaced sections, said sections being connected adjacent each end of the arm and converging toward and being welded together adjacent one end of .the arm.

13. A torque arm for vehicle suspensions of the independent type formed principally of at metal stock deformed to provide spaced sections, said sections being connected adjacent each end of the arm, the connection at one end of the arm comprising a member welded to each section and shaped to receive and embrace a vtransversely extending wheel supporting link.

- ERWIN A. WEISS. 

